Continuous automatic air-brake system.



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Patented June 3, I902. E. L. GOSSE. CONTINUOUS AUTOMATIC AIR BRAKESYSTEM.

(Application filed Jan. 10, 1902.)

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UNITED STATES PATENT OFFICE. A

EDWARD L. eossn, or OHANUTE, KANSAS, ASSIGNOR or ONE-HALF TO LOUIS A.LAUGHLIN, OF KANSAS CITY, MISSOURI.

CONTINUOUS AUTOMATIC AIR-BRAKE SYSTEM.

SPECIFICATION forming part of Letters Patent N0. 701,328, dated June 3,1902. Application filed January 10, 1902. Serial No. 89,146. (No model.)

To all whom, it may concern:

Be itknown that I, EDWARD'L. Gossn, a citizen of the United States,residing at Chanute, in the county of Neosho and State of Kansas, haveinvented certain new and useful Improvements in Continuous AutomaticAir- Brake Systems, of which thefollowing is a specification. A

My invention relates to that class of fluidpressure brake apparatuswhereby the engineer is enabled to maintain a continuous pressure in thebrake-cylinder, although a constant leakage therefrom is taking place,as in the apparatus embodied in my application for patent, No. 80,758,filed November 1, 1001, my object in this connection being to produce anapparatus possessing all of the advantages of that above mentioned andthe additional ones of greater cheapness, simplicity, and less liable toget out of order.

A further object is to produce an apparatus which is not brought intoservice until the train-linepressure has been reduced to set the brakesto full-service position-namely, until the pressure is equalized on thetriplevalve piston--after which a further trainpipe reduction is a wasteof air. After this fullservice position has been attained in theairbrake system embodying this invention the train pipe air goes directto the auxiliary side of the triple piston, provided theauxiliary-reservoir pressure is lower than train pipe pressure, untilsaid pressures are equal. If, however, the pressure was already equal,the attachment stands ready to compensate for leakage and consequentrelaxation of the brakes, so as to automatically maintain the pressurerequired.

A still further object of the invention is to produce an attachment forautomatically reinforcing the train-line, auxiliary reservoirs, andbrakecylinders with sufficient air from the main reservoir to compensatefor loss by leakage should the engineers brake-valve not be properlyadjusted to supplythis air, which adjustment necessarily requires thepresence of the engineer, Whereas this attachment is designed forautomatic use when the engineers attention is centered upon othermatters and the train is at rest.

Broadly, the invention consists in the comindirectly with thebrake-cylinder.

bination,with the triple valve, of a feed-valve attachment like thecommon reducing-valves, except that it is provided with a check-valve inits discharge-passage. This valve has its supply-passage incommunication directly or indirectly'wlththe train-pipe and. itsdischarge-passage in communication directly or In its preferred form,however, its supply-port communicates directly with the train-pipe portof the triple valve, while its discharge-portcommunicates with thetriple-valve-piston chamher through a passage drilled or otherwiseformed in the triple -valve casing for that purpose. The supply-valve ofthe attachment is adapted to close with a pressure as low as, say, fiftypounds, so that when the train-line pressure falls below fifty poundsthe feed-valve piston is operated and gradually unseats itssupply-valve, and thus e11- ables train-line air to pass through thefeedvalve to the auxiliary reservoir and brakecylinder. It will thus beseen that loss by leakage from the brake cylinder or other point iscompensated for from the main reservoir, the pressure of the latterbeing maintained,because the pump is able to more than compensate forthe loss.

The invention also consists in the use of a check-val ve in thefeed-valve attachment discharge-port, so that when the pressure in theattachment attains fiftypounds and the sup ply-valve closes and holdsthe feed-valve-attachment piston unseated the back pressure from theauxiliary reservoir, assuming that the brakes are set, forces thecheck-valve to its seat and. leaves the train-pipe port in communicationonly with the triple-valve-piston chamber and tending to operate saidpiston,

so as to release the brakes, which action, however, does not occur untilthe engineers brake-valve is operated so as to apply the rcquiredpreponderanceof pressure against the side of the piston opposite fromthe auxiliary reservoir,when the piston moves to release position, andthe auxiliary reservoir is recharged in the customary mann er.

The invention also consists in the use of a reducing-valve or itsequivalent between the train-pipe and the main reservoir or a connectionthereof for the purpose of automatically reinforcing the train-pipe fromthe main reservoir with suflicient air to compensate for loss by leakagewhen the engineers valve is on lap.

Referring now to the drawings, where like reference-numerals designatecorresponding parts, Figure 1 represents a central vertical section of aquick-action triple valve equipped with a reducing feed-valve attachmentembodying my invention. Fig. 2 is a horizontal section of a part of thesame. Fig. 3 is a detail perspective view of the slidevalve of thetriple valve. Fig. 4 is a diagrammatic view of a part of a quick-actionair-brake system as equipped with reducingvalve attachments embodyingmyinvention.

Referring now to the drawings in detail, 1

. designates the main reservoir; 2, the engineers brake-valve connectedto the main reservoir in the usual manner, and 3 the train-pipeconnected to the brake-valve and to the triple valve 4 in the usualmanner.

5 designates the brake-cylinder, and 6 the pipe connecting the triplevalve to the auxiliary reservoir. (Not shown.)

7 designates a reducing-valve of the usual or any preferred type, whichconnects the pipe connecting the main reservoir and brakevalve with thepipe connecting the brakevalve and train-pipe, said reducing-valve beingadapted under a sufficient reduction of' pressure in the train-pipe toautomatically reinforce the train-pipe and its connections from the mainreservoir, this action taking place only when the brake-valve is on lap.Each branch 8 of the train-pipe is provided at its discharge end withthe usual strainer 9 to prevent the entrance of foreign substances intochamber 10 of the triple-valve casing,the usual train-pipe port 11connecting said chamber with the triple-valve-piston chamber l2,where inis located the usual spring-advanced stem 13. Said piston-chamber isformed with the usual feed-groove 14 in communication always with thechamber 15 at the auxiliary side of the piston and through the medium ofpipe 6 with the auxiliary reservoir. The triple-va1ve piston 16 isprovided at the side opposite from the auxiliary chamber with the usualknob 17 for engagement with springactuated stem 13 and at the auxiliaryside with stem 18, overlying and adapted to reciproeate in the usualmanner the slide-valve taining piston 31 and communicating with thebrake-cylinder through opening 29. Said piston when depressed is adaptedto unseat the emergency or rubber-seated valve 33 in chamber 34.

35 designates train-pipe check-valve nor-.

mally closing communication between port 30 and passage 36,communicating at its opposite end with chamber 10.

All of the parts of the triple valve thus far described are of preciselythe same type as the quick-action triple valve now in general use,though it is to be understood that my improvement is also adapted foruse in con neetion with what is known as the plain triple valve.

37 designates an opening in the valve-easing which taps the train-pipeport 11, and 38 a port formed in the triple-valve casing andcommunicating at its discharge end with the piston-chamber 12.

The feed-valve attachment, which is secured to the triple valve in anysuitable or preferred manner, embodies the usual supply-port 39,connected in this instance to the opening 37 and the plug-cock 40,controlling said port and adapted to close the same, and thereby renderthe feed-valve attachment functionless. It also comprises the chamber41, communicating with the opposite end of said port, the supply-valve42, the spring 43, tending to hold the supply-valve on its seat 44, andtherefore closing communication between chamber 41 and thepiston-chamber 45. It also comprises the piston 46, the spring 47 toseat the piston, and the discharge-port 48, connected to saidpiston-chamber. novelty in the construction of this feed attachment asthus far described resides in the connection of its ports with opening37 and port 38, and in the fact that its discharge-port 48 is located inthe position most convenient for the new use contemplated.

The feed-valve attachment is also novel in that it is provided in itsport 48 with a valveseat 49 and a check-valve 50, said checkvalve beingadapted at times to be closed by the back -pressure from thepiston-chamber 12.

In practical operation,assuming that there is no air'pressure, it willbe apparent that the feed-valve piston is elevatedand closes thedischarge-port 48, incidentally holding supply-valve 42 from its seat.The pump (not shown) being started, the air passes through train pipeport 11 to the pistonchamber 12 at the side opposite from the auxiliaryreservoir, so as to force piston 16 .to full-release position, it notalready there,

after which the air passes around the piston through feed-groove 14 andthe usual piston feed-groove to the auxiliary reservoir, so as to chargethe latter. At the same'time the train-pipe air entering the attachmentnnseats piston46 and equalizes on the checkvalve with back pressurethrough port 38.

When the train-pipe and auxiliary pressure.

reaches, say, fifty pounds, the feed-valve-at tachment supply-valve 42is seated andre- The only.

' ervoir and the brake-cylinder.

mains seated while the pressure of the trainpi'pe increases to, say,seventy pounds, the usual pressure. Should the train-pipe pressure begradually reduced by the engineer throwing his brake-valve to serviceposition or fromany other cause, the preponderance of pressure on theauxiliary side of piston 16 will force the latter in the oppositedirection and by so doing first close the feed-groove passage and thenopen communication between the auxiliary side of the piston and port 38.Should the pressure in the trainpipe notfallbelow, say, .fifty pounds,it is obvious that the supply-valve 4.2 of the feed- Valve attachmentremains seated and that the feed-valve attachment is functionless, itbeing also obvious that the back pressure from the auxiliary reservoirin port 38 holds the check-valve 5O seated. It will thus be apparentthat the brakes can be set and released repeatedly without affecting thefeedvalve attachment, provided the train-pipe pressure never fallsbelowfifty pounds or other arbitrary pressure.

With the brakes set with the piston in service position, as shownflthepressure at both sides of the piston is equalized at about fifty pounds.Should the brake relax through loss by leakage, it is compensated forinstantly from the train-line through the feed-valve attachment, thespring 47 unseating the supply-valve 42 gradually and permitting the airto pass through port 39 to chamber 45 and thence through port l8,unseatingcheck valve50, to port 38, from whichport it enters thepiston-chamber at the auxiliary side of the piston and passes to theauxiliary res- This action is not defeated by movement of the pistontoward release position, because it requires an excessive pressure ofseveral pounds to move the piston,which excess pressure is not supplied,because the feed-valve attachment supplies a volume of air to theauxiliary side of the piston equal to that lost by leakage.

The operation above described comtcmplates reduction of pressure throughthe operation of the engineers brake-valve, and it is obvious that theengineer with his eye on the proper gage (not shown) adj usts thebrakevalve to supply sufficient air from the main should the engineerstop his train on a grade he may return the brake-lever to lap and leavethe train for the purpose of inspecting the engine orotherwise, saidreducing-valve serving to automatically reinforce the trainpipe with airfrom the main reservoir in sufficient volume to compensate for thatlostby leakage,the pump,of course, keeping the main reservoirautomatically charged to the proper pressure.

It will be apparent that the equipment of the air-brake apparatus now inuse with my improvement will insure the continuation of the requiredpressure on the brakes as long as they are set, an object to be desiredon all railways having grades more or less steep and long, and thatwhile I have illustrated and described the preferred embodiment of saidinvention it is to be understood it can be modified as to location andstructure without departing from the principle and scope or sacrificingany of its advantages.

Having thus described the invention, what I claim as new, and desire tosecure by Letters Patent, is-

1. The combination in an automatic airbrake apparatus, of the triplevalve provided with an opening and a port, the former com municatingwith the triple-valve-piston chamber at the train-pipe side of thepiston therei of in its emergency position, and the latter withsaidchamber at a point between the feed-groove thereof and the serviceposition of the piston, and a feed-valve attachment connected to saidopening and port, and adapted when the train-pipe pressure falls below apredetermined standard but still ex ceeds that of the auxiliaryreservoir to receive train-pipe air and deliver it to the saidpiston-chamber through said port.

2. The combination in an automatic airbrake apparatus, of the triplevalve provided with an opening and a port, the former communicatin gwith the triple-valve-piston chamber at the train-pipe side of thepiston thereof in its emergencyposition, and the latter with saidchamber at a point between the feed-groove thereof and the serviceposition of the piston, a feed-valve attachment connected to saidopening and port, and adapted when the train-pipe pressure falls below apredetermined standard but still exceeds that of the auxiliary reservoirto receive trainpipe air and deliver it to the said pistonchamberthrough said port, and means for reinforcing the train-pipe pressure inproportion to the loss by leakage.

3. The combination in an automatic airbrake apparatus, of the triplevalve provided with an opening and a port, the former communicatin gwith the triple-valve-piston chamber at the train-pipe side of thepiston thereof in its emergency position, and the latter with saidchamber at a point between the feedgroove thereof and the serviceposition of the piston, a feed-valve attachment connected to saidopening and port, and adapted when train-pipe pressure falls below apredetermined standard but still exceeds that of the auxiliary reservoirto receive train-pipe air and deliver it to said piston-chamber throughsaid port, and a reducingwalve in communication with the main reservoirand the trainpipe and adapted to automatically reinforce the latter fromthe former to compensate for fall of pressure occasioned in thetrain-pipe by leakage,

4. The combination in an automatic airbrake apparatus, of the triplevalve provided with an opening and a port, the former communicating withthe triple-valve-piston chamber at the train-pipe side of the pistonthereof in its emergency position, and the latter with said chamber at apoint between the feedgroove thereof and the service position of thepiston,and a feed-valve attachment connected to said opening and port,and adapted when the train-pipe pressure falls below a predeterminedstandard but still exceeds that of the auxiliary reservoir to receivetrain-pipe air and deliver it to the said piston-chamber through saidport, and adapted when the train-pipe pressure rises above suchpredetermined pressure to close, communication between the train-pipeand said port.

5. The combination in an automatic airbrake apparatus, of the triplevalve provided with an opening and a port, the former communicating withthe triple-valve-piston chamber at the train-pipe side of the pistonthereof in its emergency position, and the latter with said chamber at apoint between the feedgroove thereof and the service position of thepiston,and a feed-valve attachment connected to said opening and port,and adapted when termined standard but still exceeds that of theauxiliary'reservoir to receive train-pipe air and deliver it to the saidpiston-chamber through said port, and means to automatically closecommunication between the trainpipe and said port when the pressure inthe auxiliary reservoir exceeds that of the train- 6. The combinationwith an automatic airbrake apparatus, of a feed-valve attachment havinga supply-port, and a discharge-port, in communicationwith thetriple-valve-piston chamber, and provided with a valve adapted when thepressure of the train-pipe falls below a given standard to permittrainpipe air to pass and enter the triple-valve-piston chamber, and toclose such line of communication when the train-pipe pressure risesabove such predetermined standard; said attachment also comprising apiston controlling the discharge-port, and adapted to be unseated byair-pressure before the seating of said valve occurs, and a check-valveadapted to be seated by back pressure in said discharge-port,substantially as described.

In testimony whereof I affix my signature in the presence of twowitnesses.

EDWARD L. GOSSE.

Witnesses H. O. RODGERS, G. Y. THORPE.

